Method for determining engine lubricating oil condition

ABSTRACT

Activation energy, W, is determined from oil conductivity measurements to thereby provide engine oil condition from a known relationship between viscosity and W. Changes of W at a given temperature as the oil ages are reflective of changes in viscosity of the oil at the same given temperature, wherein changes in W at different temperatures are reflective of changes of viscosity at those respective temperatures as the oil ages. To determine viscosity, the temperature dependence of the oil&#39;s conductivity is measured to deduce the value of W at a given temperature. W is monitored as the oil ages. W may also be determined through the ratio of the oil conductivities at two different temperatures by techniques well known in the art by which the viscosity may be determined as the oil ages.

TECHNICAL FIELD

The present invention relates to a method for determining engine oilcondition from knowledge of its activation energy derived frommeasurements of its conductivity.

BACKGROUND OF THE INVENTION

Three of the important properties of an internal combustion enginelubricating oil, herein simply referred to as “oil”, that are worthsensing are the viscosity, the condition of the additive package, andthe total acidity of the oil. Lubricating oil used in internalcombustion engines for lubrication of moving components deteriorates bythe depletion of the additives and the increase in the acidity of theoil, as measured by a quantity called the total acid number (TAN). Thedepletion of the additives and the increase in the acidity of the oil,in some combination, are sensed in gasoline engines by measuring theelectrical conductivity of the oil. As the additive package varies fromoil to oil, it has proven necessary to monitor the actual variation ofthe electrical conductivity of each particular oil filling as it ages inthe engine. Oil in diesel engines is degraded by the same mechanisms asin gasoline engines, but with the additional presence of soot particles,which increases as the oil ages. During usage of a diesel engine, thecrankcase oil gradually builds up soot which is a combustion product inthe combustion chamber of the engine and which is transferred in smallamounts to the crankcase oil. When the soot builds up to an unacceptableamount, say about four percent by mass or weight of the oil, thelubricating quality of the oil is inhibited. Thus, it is necessary tochange the crankcase oil whenever the soot content reaches anunacceptable value.

The prior art also describes a number of techniques that measure thedielectric constant with a sensor built like a capacitor. The capacitorlike sensor includes two metal electrodes with the lubricating oilacting as the dielectric between the electrodes. The two metalelectrodes take the form of two parallel plates or two concentriccylinders. Most of these sensors determine the permittivity of the oilthrough a measurement of the capacitance between the metal electrodes.Sensors that measure the loss tangent, essentially the ratio of theelectrical conductivity of the oil to the dielectric constant, have alsobeen proposed

Delphi Corporation possesses a design for a gasoline engine oilcontaminant sensor that measures the electrical conductivity of the oilusing D.C. or a low frequency (below one kHz). The sensor consists oftwo metal electrodes, which can be parallel plates or concentriccylinders or rings. The conductivity is determined through a measurementof the electrical resistance between the electrodes. This sensor mainlydetects the changes in the concentration of ions in the oil. In thisregard, fresh oil is slightly basic. As the oil ages, the combustionproducts create acidic ions in the oil. At first, the acids neutralizethe bases and the conductivity decreases. As the oil ages further, theincrease in acidic ions makes the conductivity rise again. This makesfor a very good oil quality sensor in gasoline engines.

Delphi Corporation also possesses a method that measures the electricalconductivity of diesel engine oil at high frequencies (one MHz to tenMHz) to determine soot concentration utilizing a sensor having the samegeometry as the D.C. sensor for gasoline engines as described above andcan be used to measure the electrical conductivity of diesel engine oilusing D.C. or low frequencies (below one kHz).

It is also known in the art that the viscosity of internal combustionengine oils increases as the oil ages. Internal combustion engine oilcondition can, therefore, be determined by monitoring the viscosity ofthe oil. The prior art describes a number of techniques for themeasurement of viscosity in engine oil utilizing viscosimeters. Mostviscosimeters are based on a measurement of the shear force associatedwith the displacement of the oil. In order to make viscositymeasurements of oil on operating vehicles, it is necessary to provide ameasuring system which is sufficiently inexpensive to incorporate onautomotive vehicles made in large numbers and sufficiently rugged towithstand the engine operating environment. Moreover, a method ofmeasuring viscosity must be valid for many types of oil, both naturaland synthetic, and containing many different types of additives.

It would be more economical to an engine/automotive manufacturer to useexisting oil quality sensors based on the electrical conductivity of theoil to somehow use this quantity as an indication of the oil viscositythan to measure the viscosity using existing viscosimeters based upon ashear force measurement of the oil.

Accordingly, what is needed in the art is a more robust method todetermine oil condition utilizing an indication of oil viscosity whichis independent of the brand of oil.

SUMMARY OF THE INVENTION

The present invention is a method by which the condition of internalcombustion engine oil is determined using electrical conductivitymeasurements of the oil at, preferably, D.C. or low frequencies (thatis, frequencies less than two kHz).

According to the method of the present invention, an activation energycan be determined from oil conductivity measurements which is related tothe oil viscosity. Changes of the activation energy at a giventemperature as the oil ages are reflective of changes in viscosity ofthe oil at the same given temperature, wherein changes in the activationenergy at different temperatures are reflective of changes of viscosityat those respective temperatures as the oil ages.

As a result, to provide an indication of viscosity or changes inviscosity of oil as it ages, it is possible to simply measure thetemperature dependence of the oil's conductivity, deduce the value ofthe activation energy at a given temperature and monitor the activationenergy as the oil changes, wherein the activation energy is related tothe viscosity at a given temperature. The activation energy may also bedetermined through the ratio of the conductivities at two differenttemperatures by techniques well known in the art by which the viscositymay be determined as the oil ages.

It is, therefore, possible to determine the condition of internalcombustion engine oil by monitoring the value or change in value of theactivation energy thereby determining when the oil should be replacedwith fresh oil.

Accordingly, it is one object of the present invention to measure theelectrical conductivity of engine oil at DC or low frequencies todetermine the activation energy thereof.

This and additional objects, features and advantages of the presentinvention will become clearer from the following specification of apreferred embodiment.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic view of an engine environment in which the methodof the present invention may be typically used.

FIG. 2 is a first plot of conductivity versus temperature of a firstselected oil.

FIG. 3 is a second plot of conductivity versus temperature of a secondselected oil.

FIG. 4 is a plot of activation energy versus viscosity for the first andsecond selected oils.

DESCRIPTION OF THE PREFERRED EMBODIMENT

It is well known in the art that the electrical conductivity S of afluid is given by:S=Nqu  (1)where N is the density of the charge carrying species, typically ions inengine oils, q is the electric charge of each ion, typically on theorder of the electron charge 1.6×10⁻¹⁹ Coulomb, and u is the mobility ofthe species. The mobility u is defined as the ion group velocity v underan applied electric field E and is given by:u=v/E  (2).

In electrolytes the mobility u is directly related to the viscosity η.This is understood by considering the motion of an ion of charge q underan electric field E. This ion, of radius r is accelerating under a forceF:F=qE  (3).This ion motion is analogous to that of a classical Hoeppler viscositymeter, well know in the art, that uses a ball of mass m and diameter Ddropping in a viscous fluid under the gravitational force mg where g isthe acceleration due to gravity 9.8 M/S². The ball drops at a velocityinversely proportional to the viscosity. Therefore, the mobility u isalso inversely proportional to the viscosity (see W. J. Moore, PhysicalChemistry, 4^(th) edition, Longmans-Green and Co. Ltd, Prentice-HallInc. 1962) by which:u=q/(6πrη)  (4).

Unfortunately, as the oil ages, the number of ions N and their charge q,which depends on their ionization state, change along with changes inviscosity. Therefore, the electrical conductivity S is not astraightforward measure of viscosity.

As is also well known in the art, the viscosity of most fluids varieswith temperature and the temperature dependent viscosity η(T) can beexpressed as:η(T)=η₀ e ^(−(W/(RT)))  (5)where R is the ideal gas Boltzmann constant (8.314 joules/[mole K]), W(joules/mole) is the activation energy, T is temperature (K), and η₀ isa first arbitrary constant. The activation energy W can be viewed as theenergy needed for one charge carrying particle to move from molecule tomolecule as it is being dragged through the fluid and is on the order ofone-third to one-half of the heat of vaporization (see W. J. Moore,Physical Chemistry, 4^(th) edition, Longmans-Green and Co. Ltd,Prentice-Hall Inc. 1962). In a fluid consisting mostly of hydrocarbonspecies, it is known in the art that the heat of vaporization is relatedto the molecular weight of the fluid which, in turn, is related to theviscosity. Therefore, an increase in the activation energy W is relatedto an increase in the viscosity. It is expected that if W can bemeasured independently of N, changes of W at a given temperature as theoil ages are reflective of changes in viscosity of the oil at the samegiven temperature wherein changes in W at different temperatures arereflective of changes of viscosity at those respective temperatures asthe oil ages. Hence, the activation energy W is an indication of theviscosity of the oil. Since it is unlikely that the density N has alarge temperature dependence, it is expected from equations 1 and 5 thatthe temperature dependent electrical conductivity S(T) can be expressedas:S(T)=S ₀ e ^(−(W/(RT))  (6)where S₀ can be expressed as:S ₀ =Nq ²/6πrη ₀  (7)and wherein S₀ may be treated as a second arbitrary constant.

As a result, to determine an indication of the viscosity or changes inthe viscosity of oil as it ages, it is possible to simply measure thetemperature dependence of the oil's conductivity, deduce the value of Wat a given temperature through equation 6 and monitor W as the oilchanges wherein W is related to the viscosity as previously described.The activation energy W may also be determined through the ratio of theconductivities at two different temperatures by equation 6 by techniqueswell known in the art, yielding:W=(R((T ₁)⁻¹−(T ₂)⁻¹)⁻)(1n(S(T ₂)/S(T ₁))  (8)wherein T₁ and T₂ are mutually close in value.

Most oils have viscosity index improvers in their additive package thatare activated at higher temperatures to increase the high temperatureviscosity above that determined by equation 5. Therefore, thetemperatures selected for the present invention must be such as to avoidthe activation of the viscosity index improvers within the oil.Suggested temperatures for the present invention are T₁=40 degreesCelsius and T₂=60 degrees Celsius.

Referring now to the drawing, FIG. 1 depicts an environment of placementand operation of an engine oil viscosity sensor 10. The sensor 10 islocated at the bottom of an oil pan 12 of an internal combustion engine14. In operation of the sensor 10, which sensor construction is known inthe prior art, oil 16 in the oil pan 12 is sloshed, causing the oil toflowably fill a space inside the sensor. As a result, the conductivityof the oil in the space (between electrodes of the sensor) changes overtime as the oil ages with hours of operation of the engine.

FIG. 2 depicts a first plot 20 of conductivity versus temperature of afirst diesel engine lubricating oil in a fresh condition and a secondplot 22 of conductivity versus temperature of the first diesel enginelubricating oil, now in an aged condition (19,973 km), wherein the plots20, 22 are obtained from equation 6 and the points 24, 26 are sensordata. In both plots 20, 22, the oil is TPM4596 15W-40 in a RenaultKangoo diesel engine.

FIG. 3 depicts a first plot 30 of conductivity versus temperature of asecond diesel engine lubricating oil in a fresh condition and a secondplot 32 of conductivity versus temperature of the second diesel enginelubricating oil, now in an aged condition (15,202 km), wherein the plots30, 32 are obtained from equation 6 and the points 34, 36 are sensordata. In both plots 30, 32 the oil is Mobil Delvac MX 15W-40 in aRenault Megane diesel engine.

FIG. 4 is a pair of plots 28, 38, of activation energies derived fromFIGS. 2 and 3, respectively, through equation 6 versus measuredviscosity at a temperature of 40 degrees Celsius, wherein the points 40,42 are sensor data. The variation of activation energies with viscosityis apparent in FIG. 4.

It is, therefore, possible to determine the condition of internalcombustion engine oil by monitoring the value or change in value of theactivation energy W, thereby determining when the oil should be replacedwith fresh oil. For example, if W reaches or exceeds a value(threshold), for instance, of 40,000 Joule/mole then the oil should bereplaced with fresh oil or, if a change in W of, for example, a sixtyper cent increase from the value of W when the oil was fresh (i.e. from28,000 to about 44,000 Joule/mole) occurs then the oil should bereplaced with fresh oil.

To those skilled in the art to which this invention appertains, theabove described preferred embodiment may be subject to change ormodification. Such change or modification can be carried out withoutdeparting from the scope of the invention, which is intended to belimited only by the scope of the appended claims.

1. A method for determining engine lubricating oil condition comprisingthe steps of: determining a relationship between condition of the oiland viscosity of the oil; determining a relationship between activationenergy of the oil and viscosity of the oil; measuring temperaturedependent conductivity, S(T) of a selected oil over a predeterminedrange of temperatures; calculating an activation energy, W, of the oilat a selected temperature responsive to said step of measuring;determining the condition of the oil from the relationships betweenactivation energy, viscosity, and condition; and periodically repeatingsaid steps to thereby determine the condition of the oil as the oilages.
 2. (Cancelled)
 3. (Cancelled)
 4. (Cancelled)
 5. The method ofclaim 1, wherein said predetermined range of temperatures is selectedsuch that any viscosity index improver in said oil is inactive. 6.(Cancelled)
 7. The method of claim 5, wherein said predetermined rangeof temperature is between 40 degrees Celsius and 60 degrees Celsius.